Automatic tk-aikt-stop



l. GUT.

AUTOMATIC TRAIN STOP.

APPLICATION FILED MAY I5 I9I8| 1,323,627. Patented Dec. 2,1919,

. 3 SHEETS-SHEET I.

W MT f 1. GUT.

AUTOMATIC TRAIN STOP.

APPLICATION FILED MAYIs, 191s.

1,328,627. Patented 1056.21919.

3 SHEETS-SHEET 2.

wuwntoz l. GUT.

-AUTOMATIC TRAIN STOP.

APPLICATION FILED MAY:5.191s.

3 SHEETS-SHEET 3.

. I 1,323,627 Patented Dec. 2,1919'.

narran srnrns PATENT Norrrcn.

JACOB GUT, OF CLEVELAND, OHIO.

AUTOMATIC TRAIN-STOP. i

To all whom it may concern.'

Be it known that I, JACOB GUT, a citizen of the United States, residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented certain new and useful Improvements in Automatic Train-Stops, 0f which the following is a specification.

This invention relates to automatic trainstops, and particularly to electrically controlled devices for setting the brakes on railway trains and cutting oft' the steam to the locomotive under danger conditions. The apparatus includes means for first closing the throttle, and then in due time applying the brakes, to avoid the shock of applying Vthe brakes when running at high speed.

The invention is in some respects a modi- 'fication of or improvement on an vapparatus for a similar purpose `shown in my U. S.

.Patent 1,238,512 dated Aug. 28, 1917.

In the accompanying drawings Figure 1 is a combined section land diagram of the valve and the controlling circuits;

Fig. 2 is an elevation of the cab devices;

Fig. 3 is a top plan view ofthe same;

Fig. 4 is a side elevation.

In the drawings, 52 indicates a motor-.case and 47 a valve casing mounted in the cab adjacent to the throttle lever which consists of parts 8 and 9 to be hereinafter described, the lever being connected by a rod 11 and `other parts in the usual way to aV vand it `acts toattract an armature 88 carried in some convenient locationunder the engine, Vas-by a bracket 91, to whichit is pivotedat 89, with the spring 90 to normally hold it out of action. This armature, .or the `end part 81 thereof, coperates with an electromagnet 80, carried by the engine, and acts to close a cab circuit which inclu-des a battery 67, lines 55, 55a, 59,61, switch and the coils of said magnet, the constructionI beingy such that .when Lthemag- Specification of Letters Patent.

Patented Dec.2, 1919.

Application led May 15, 1918. Serial No. 234,689.Y

net is energized it will remain so and hold the circuit closed even after passing the track magnet 82, until released by opening the switch 60. The armature 81 carries a switch piece 108 which when lifted connects the contacts 100 and 101, thereby closing a circuit which includes the lines 62, 62 and 63 Vand contacts 93 and 94 which are electrically connected `by an insulated conducting strip 103 which laps both of said contacts and is mounted on the quadrant gear 49a, the circuit including the field of the electric motor 51 the armature of which carries a gear 50 in mesh with the quadrant gear 49a; and when the motor is actuated it turns the quadrant gear to the right as shown in F ig. 1. This-gearis'connected to the stem of 'a valve 48, which when it is turned asdescribed will connect an exhaust port to the passages 46h, 46L and 46, the latter opening from a chamber 110 in the valve casing 47 at one side of a differential piston 38a, and air pressure in the chamber 111 at the other side of said piston will force the latter outwardly when the compressed air is so released from the chamber 110 through the passages and the port 70 to the atmosphere. The piston 38a is attached to and carries with it aD valve 34 which by such movement connects a port 41 to an eX- haust passage 39 which is open to the atmosphere and releases air from cylinder space 42 and at the same time uncovers a port 40 which admits compressed air from `the chamber 111 to the space 43 below the Vpiston 112. Compressed air is supplied to the chamber 111 from an air pipe 22 through a port 28, chamber 27 and port Y30.v lhen theair is so supplied to the chamber 43 it forces the piston 112 outwardly. The rod 113 of this piston carries a pivot stud 13 which works in a Tegroove 12 in a swinging section 8 of the throttle lever, which sectionis connected to the throttlerod 11 by a pivot 10, the'section 8 swinging on a pivot 6 secured to the throttle lever 9 which is pivoted to a bracket 68 on the engine frame. `If the throttle is open, outwardjmovement of the piston'rod 4113- and itsV stud 13 will `act. as a sliding cam to swing the section 8 inward-ly, as shown indotted lines in Fig..3, thereby shifting vthe Vthrottle rod 11 and closing the throttlevalve. It will be'noted that when the piston rod 113 is in normal `position the pivot stud 13 of the section 8 'is .concentric withthepivot 68 of the lever 9, so that when. the lever is pulled back to open the throttle the section 8, by reason of the connection at 6, will take the same movef which afterward takes place, the operation is as follows:

When the quadrant gear 19a is swung fully to the right, in Fig. 1, a circuit is closed to the other motor 51u. This circuit includes two contacts 54., which are wiped by the conducting strip 103, and lines 62 and 62b to a governor 71 mounted on-the engine axle and thence to ground, and on the other side, from the battery 67 through lines 56, 63 and 65 and contacts 96 and 95 to ground. The motor circuit remains open, however, until contacts 115 and 116, forming a part of the governor mechanism 71, are closed, the contact 115 being connected to the governor balls 117 which revolve with the axle. When the engine is running at considerable speed these contacts will be held open by the centrifugal action, so that the brake service to be described will not occur until the speed has been sufficiently decreased to close the contacts 115 and 116. This prevents applying the brakes too quickly or when the speed is too great. When the motor is finally energized the pinion 50a on its armature shaft turns a quadrant gear 49 to the left. This gear is attached to the stem of a valve 48a, and when this valve is turned it connects a port 69, open to the atmosphere, to a port 120 and releases air from a chamber 109 at one side of a differential piston 38, which is then shifted outwardly by air pressure in the chamber 111,V carrying with it a D- valve 33. This action connects a ch amber 75 portl 21. vThis exhaust port 21 is controlled 'by `what is known as an interrupter, ladapted to prevent the toc rapid escape of air Vfrom the train pipe. This interrupter 'includes a tubular differential valve 20 ,which has a port 122therein to coperate with a V-shaped port 123, just below it, which opens to the air. When thel compressed air rushes through the port 21 the impact shifts the valve 20 outwardly and reduces the effective escape opening and thereby the velocity. When the velocity is diminished sufficiently the air pressure in the chamber 19 at the opposite side of the valve 20, which is connected by a by-pass 1.50 with the train pipe, will shift the valve 20 inwardly, Vowing to the greater area of its outer end, and thus the valve 20 will shift to and fro, thereby exhausting the air from the train pipe gradually and permitting the gradual application of the brakes.

T o prevent the air in the train pipe from being entirely exhausted, an auxiliary piston 26 is provided in the chamber 27 f This piston has a rod 24 projecting toward the tubular valve 23, and when the valve closes the piston is shifted inwardly. When the pressure in the train pipe is su'iiciently reduced to compensate for the difference in area of the valve 23 and the piston 26, the air pressure entering the chamber 27 through the port 28 acts on said piston to shift the valve 23 suiciently to close the exhaust 21, the port 121 remaining also closed as though the engineers valve were in lap position.

Vhen the motors 51 and 51a are reversed by a method to be presently described they restore the valves 48 and 48a to original position, and air pressure from the chamber 27 is admitted through the port 53 to the Vchambers 109 and 110 against the larger surfaces of the Vdifferential pistons 38 and 38a thereby forcing them inwardly and exhausting the` air from the chamber L13 and admitting the air to the chamber 42, as well as admitting the air through the passages 30 and31 to the chamber 75, thereby shifting the piston 112,inwardly and also restoring `the normal pressure in the chamber 75, shifting the tubular valve 23 to original position, opening the port 121 to the train pipes and byl restoring` the pressure in train pipes the brakes will be released and all the parts will resume their original position. This reversal of the motors is effected by opening the switch 60 which dengerizes the Y magnet 80, permitting the armature 81 to drop thereby opening the contacts 100 and 101 and closing the contacts at 98 and 99 thereby reversing the current from the battery, through the lines 57 and 57a and contacts 92 and 96. It will be noted that in one position of the segment 103 it closes with contacts 93 and 94, and in the other position 4with contacts 92 and 93, and likewise the contact strip 102, which is carried by the segment 49,- closes in one position with the contacts 96 and 97, onv the armature frames, whereby the circuits and the motors are reversed in the manner described.

I claim:

1. In an engine controlling mechanism, the combination with a throttle lever having a swinging bar attached thereto, of a Huid pressure actuated electrically-controlled piston connected to said bar and adapted to swing the same, independent of the lever, in a direction to close the throttle.

2. The combination withV a throttle lever having a shiftable connection to the throttle rod, or' a fluid pressure-actuated piston slidably engaging said connection and adapted to shift the same ina direction to close the throttle, and means to control the actuation or said piston.

3. The combination with a pivoted throttle lever, of an auxiliary bar pivoted to said lever and connected to the throttle rod, a Huid pressure actuated device having a sliding pivotal connection to said bar and adapted toy swing the same, independent of the lever, in a direction to close the throttle, when the device is advanced, said pivotal connection being substantially concentric with the pivot of the lever when the Vdevice is retracted, and mea-ns to control the actuation of said device.

el.' In a t-raincontrolling mechanism, the combination of a fluid pressure actuated throttling device, a'iluid pressure-actuated device controlling the air brakes, a valve controlling the admission of fluid pressure to each of said devices, an electric motor operatively connected to each of said valves, and electrically actuated means controlling the operation of each motor.

5. In a train controlling mechanism, the lcombination of a fluid pressure actuated throttling device, a fluid pressure-actuated ,device controlling the air brakes, a valve controlling the admission of fluid pressure to each or said devices, an electric motor opera tively connected to each of said valves, and electrically actuated means controlling the operation of each motor, and speed-controlled means to delay the operation of the motor operating the valve controlling the air brake device until after the operation of the throttling device.

V6. In an engine controlling mechanism, the combination of a throttling device including a fluid pressure-operated piston, a fluid pressure actuated-valve controlling admission of fluid pressure to opposite sides of said piston, and exhaust therefrom, a turning valve controlling admission of fluid pressure to said valve, an electric motor geared to said turning valve, and electrically-controlled means to operate said motor.

7. In an engine controlling mechanism, the combination of a speed reduc-ing device, air pressure actuated means to operate said device, a valve controlling' the air pressure, an electric motor geared to the valve, and electric means controlled by a track device to operate the motor.

8. AIn a train controlling mechanism, the combination of a throttling device, a brake setting device, air pressure-actuated means to operate each device, a valve controlling the air pressure to each of said means, an electric motor operatively connected to each valve, and electric means controlled by a track device to operate both motors.

9. In a train controlling mechanism, the combination of a throttling device, a brake setting device, air pressure-actuated means to operate each device, a valve controlling the air pressure to each of said means, a first electric motor operatively connected to the valve related to the throttling device, a second electric motor operatively connected to the valve related to the brake setting device, electric means to close the circuit of the first motor, and means actuated by the lirst motor to close the circuit of the second motor.

10. In a train controlling mechanism, the combination of a'throttling device, a brake setting device, air pressure-actuated means to operate each device, a valve controlling the air pressure to each of said means, a iirst electric motor operatively connected to the valve related to the throttling device, a second electric motor operatively connected to the valve related to the brake setting device, electric means to close the circuit of the rst motor, and means actuated by the rst motor to close the circuit of the second motor, and speed controlled means to delay the closing of the circuit of the second motor.

In testimony whereof I do aflix my signa* ture in presence of two Witnesses.

JACOB GUT. lVitnesses:

JOI-IN A. BOMMHARDT,

G. W. RosENBnRG. 

